Magnetic force based actuator control

ABSTRACT

An electromagnetic actuation system includes an actuator having an electrical coil, a magnetic core, and an armature. The system further includes a controllable drive circuit for selectively driving current through the electrical coil. A control module provides an actuator command to the drive circuit effective to drive current through the electrical coil to actuate the armature. The control module includes a magnetic force control module configured to adapt the actuator command to converge magnetic force within the actuator to a preferred force level.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 61/968,007, filed on Mar. 20, 2014, and U.S. Provisional Application No. 61/955,942, filed on Mar. 20, 2014, both of which are incorporated herein by reference.

TECHNICAL FIELD

This disclosure is related to solenoid-activated actuators.

BACKGROUND

The statements in this section merely provide background information related to the present disclosure. Accordingly, such statements are not intended to constitute an admission of prior art.

Solenoid actuators can be used to control fluids (liquids and gases), or for positioning or for control functions. A typical example of a solenoid actuator is the fuel injector. Fuel injectors are used to inject pressurized fuel into a manifold, an intake port, or directly into a combustion chamber of internal combustion engines. Known fuel injectors include electromagnetically-activated solenoid devices that overcome mechanical springs to open a valve located at a tip of the injector to permit fuel flow therethrough. Injector driver circuits control flow of electric current to the electromagnetically-activated solenoid devices to open and close the injectors. Injector driver circuits may operate in a peak-and-hold control configuration or a saturated switch configuration.

Fuel injectors are calibrated, with a calibration including an injector activation signal including an injector open-time, or injection duration, and a corresponding metered or delivered injected fuel mass operating at a predetermined or known fuel pressure. Injector operation may be characterized in terms of injected fuel mass per fuel injection event in relation to injection duration. Injector characterization includes metered fuel flow over a range between high flow rate associated with high-speed, high-load engine operation and low flow rate associated with engine idle conditions.

It is known for engine control to benefit from injecting a plurality of small injected fuel masses in rapid succession. Generally, when a dwell time between consecutive injection events is less than a dwell time threshold, injected fuel masses of subsequent fuel injection events often result in a larger delivered magnitude than what is desired even through equal injection durations are utilized. Accordingly, such subsequent fuel injection events can become unstable resulting in unacceptable repeatability. This undesirable occurrence is attributed to the existence of residual magnetic flux within the fuel injector that is produced by the preceding fuel injection event that offers some assistance to the immediately subsequent fuel injection event. The residual magnetic flux is produced in response to persistent eddy currents and magnetic hysteresis within the fuel injector as a result of shifting injected fuel mass rates that require different initial magnetic flux values. Generally, the fuel flow rate for each of the closely spaced multiple injection events is based upon controlling electrical current to the fuel injector independent of residual magnetic flux that may be present within the fuel injector.

SUMMARY

An electromagnetic actuation system includes an actuator having an electrical coil, a magnetic core, and an armature. The system further includes a controllable drive circuit for selectively driving current through the electrical coil. A control module provides an actuator command to the drive circuit effective to drive current through the electrical coil to actuate the armature. The control module includes a magnetic force control module configured to adapt the actuator command to converge magnetic force within the actuator to a preferred force level

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments will now be described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1-1 illustrates a schematic sectional view of a fuel injector and an activation controller, in accordance with the present disclosure;

FIG. 1-2 illustrates a schematic sectional view of the activation controller of FIG. 1-1, in accordance of the present disclosure;

FIG. 1-3 illustrates a schematic sectional view of an injector driver of FIGS. 1-1 and 1-2, in accordance to the present disclosure;

FIG. 2 illustrates a non-limiting exemplary first plot 1000 of measured current and fuel flow rate and a non-limiting exemplary second plot 1010 of measured main excitation coil and search coil voltages for two successive fuel injection events having identical current pulses that are separated by a dwell time that is not indicative of being closely spaced, in accordance with the present disclosure;

FIG. 3 illustrates a non-limiting exemplary first plot 1020 of measured current and fuel flow rate and a non-limiting exemplary second plot 1030 of measured main excitation coil and search coil voltages for two successive fuel injection events having identical current pulses that are separated by a dwell time that is indicative of being closely spaced, in accordance with the present disclosure;

FIG. 4 illustrates an exemplary embodiment of a magnetic force control module using magnetic flux feedback and current feedback to control current applied to an electrical coil of a fuel injector for controlling activation thereof, in accordance with the present disclosure; and

FIG. 5 illustrates an exemplary embodiment of a magnetic force control module using magnetic flux feedback to control current applied to an electrical coil of a fuel injector for controlling activation thereof, in accordance with the present disclosure.

DETAILED DESCRIPTION

This disclosure describes the concepts of the presently claimed subject matter with respect to an exemplary application to linear motion fuel injectors. However, the claimed subject matter is more broadly applicable to any linear or non-linear electromagnetic actuator that employs an electrical coil for inducing a magnetic field within a magnetic core resulting in an attractive force acting upon a movable armature. Typical examples include fluid control solenoids, gasoline or diesel or CNG fuel injectors employed on internal combustion engines and non-fluid solenoid actuators for positioning and control.

Referring now to the drawings, wherein the showings are for the purpose of illustrating certain exemplary embodiments only and not for the purpose of limiting the same, FIG. 1 schematically illustrates a non-limiting exemplary embodiment of an electromagnetically-activated direct-injection fuel injector 10. While an electromagnetically-activated direct-injection fuel injector is depicted in the illustrated embodiment, a port-injection fuel injector is equally applicable. The fuel injector 10 is configured to inject fuel directly into a combustion chamber 100 of an internal combustion engine. An activation controller 80 electrically operatively connects to the fuel injector 10 to control activation thereof. The activation controller 80 corresponds to only the fuel injector 10. In the illustrated embodiment, the activation controller 80 includes a control module 60 and an injector driver 50. The control module 60 electrically operatively connects to the injector driver 50 that electrically operatively connects to the fuel injector 10 to control activation thereof. Feedback signal(s) 42 may be provided from the fuel injector to the actuation controller 80. The fuel injector 10, control module 60 and injector driver 50 may be any suitable devices that are configured to operate as described herein. In the illustrated embodiment, the control module 60 includes a processing device. In one embodiment, one or more components of the activation controller 80 are integrated within a connection assembly 36 of the fuel injector 36. In another embodiment, one or more components of the activation controller 80 are integrated within a body 12 of the fuel injector 10. In even yet another embodiment, one or more components of the activation controller 80 are external to—and in close proximity with—the fuel injector 10 and electrically operatively connected to the connection assembly 36 via one or more cables and/or wires. The terms “cable” and “wire” will be used interchangeably herein to provide transmission of electrical power and/or transmission of electrical signals.

Control module, module, control, controller, control unit, processor and similar terms mean any one or various combinations of one or more of Application Specific Integrated Circuit(s) (ASIC), electronic circuit(s), central processing unit(s) (preferably microprocessor(s)) and associated memory and storage (read only, programmable read only, random access, hard drive, etc.) executing one or more software or firmware programs or routines, combinational logic circuit(s), input/output circuit(s) and devices, appropriate signal conditioning and buffer circuitry, and other components to provide the described functionality. Software, firmware, programs, instructions, routines, code, algorithms and similar terms mean any instruction sets including calibrations and look-up tables. The control module has a set of control routines executed to provide the desired functions. Routines are executed, such as by a central processing unit, and are operable to monitor inputs from sensing devices and other networked control modules, and execute control and diagnostic routines to control operation of actuators. Routines may be executed at regular intervals, for example each 3.125, 6.25, 12.5, 25 and 100 milliseconds during ongoing engine and vehicle operation. Alternatively, routines may be executed in response to occurrence of an event.

In general, an armature is controllable to one of an actuated position and a static or rest position. The fuel injector 10 may be any suitable discrete fuel injection device that is controllable to one of an open (actuated) position and a closed (static or rest) position. In one embodiment, the fuel injector 10 includes a cylindrically-shaped hollow body 12 defining a longitudinal axis 101. A fuel inlet 15 is located at a first end 14 of the body 12 and a fuel nozzle 28 is located at a second end 16 of the body 12. The fuel inlet 15 is fluidly coupled to a high-pressure fuel line 30 that fluidly couples to a high-pressure injection pump. A valve assembly 18 is contained in the body 12, and includes a needle valve 20, a spring-activated pintle 22 and an armature portion 21. The needle valve 20 interferingly seats in the fuel nozzle 28 to control fuel flow therethrough. While the illustrated embodiment depicts a triangularly-shaped needle valve 20, other embodiments may utilize a ball. In one embodiment, the armature portion 21 is fixedly coupled to the pintle 22 and configured to linear translate as a unit with the pintle 22 and the needle valve 20 in first and second directions 81, 82, respectively. In another embodiment, the armature portion 21 may be slidably coupled to the pintle 22. For instance, the armature portion 21 may slide in the first direction 81 until being stopped by a pintle stop fixedly attached to the pintle 22. Likewise, the armature portion 21 may slide in the second direction 82 independent of the pintle 22 until contacting a pintle stop fixedly attached to the pintle 22. Upon contact with the pintle stop fixedly attached to the pintle 22, the force of the armature portion 21 causes the pintle 22 to be urged in the second direction 82 with the armature portion 21. The armature portion 21 may include protuberances to engage with various stops within the fuel injector 10.

An annular electromagnet assembly 24, including an electrical coil and magnetic core, is configured to magnetically engage the armature portion 21 of the valve assembly. The electrical coil and magnetic core assembly 24 is depicted for illustration purposes to be outside of the body of the fuel injector; however, embodiments herein are directed toward the electrical coil and magnetic core assembly 24 to be either integral to, or integrated within, the fuel injector 10. The electrical coil is wound onto the magnetic core, and includes terminals for receiving electrical current from the injector driver 50. Hereinafter, the “electrical coil and magnetic core assembly” will simply be referred to as an “electrical coil 24”. When the electrical coil 24 is deactivated and de-energized, the spring 26 urges the valve assembly 18 including the needle valve 20 toward the fuel nozzle 28 in the first direction 81 to close the needle valve 20 and prevent fuel flow therethrough. When the electrical coil 24 is activated and energized, electromagnetic force (herein after “magnetic force”) acts on the armature portion 21 to overcome the spring force exerted by the spring 26 and urges the valve assembly 18 in the second direction 82, moving the needle valve 20 away from the fuel nozzle 28 and permitting flow of pressurized fuel within the valve assembly 18 to flow through the fuel nozzle 28. A search coil 25 is mutually magnetically coupled to the electrical coil 24 and is preferably wound axially or radially adjacent coil 24. Search coil 25 is utilized as a sensing coil.

The fuel injector 10 may include a stopper 29 that interacts with the valve assembly 18 to stop translation of the valve assembly 18 when it is urged to open. In one embodiment, a pressure sensor 32 is configured to obtain fuel pressure 34 in the high-pressure fuel line 30 proximal to the fuel injector 10, preferably upstream of the fuel injector 10. In another embodiment, a pressure sensor may be integrated within the inlet 15 of the fuel injector in lieu of the pressure sensor 32 in the fuel rail 30 or in combination with the pressure sensor. The fuel injector 10 in the illustrated embodiment of FIG. 1-1 is not limited to the spatial and geometric arrangement of the features described herein, and may include additional features and/or other spatial and geometric arrangements known in the art for operating the fuel injector 10 between open and closed positions for controlling the delivery of fuel to the engine 100.

The control module 60 generates an injector command (actuator command) signal 52 that controls the injector driver 50, which activates the fuel injector 10 to the open position for affecting a fuel injection event. In the illustrated embodiment, the control module 60 communicates with one or more external control modules such as an engine control module (ECM) 5; however, the control module 60 may be integral to the ECM in other embodiments. The injector command signal 52 correlates to a desired mass of fuel to be delivered by the fuel injector 10 during the fuel injection event. Similarly, the injector command signal 52 may correlate to a desired fuel flow rate to be delivered by the fuel injector 10 during the fuel injection event. As used herein, the term “desired injected fuel mass” refers to the desired mass of fuel to be delivered to the engine by the fuel injector 10. As used herein, the term “desired fuel flow rate” refers to the rate at which fuel is to be delivered to the engine by the fuel injector 10 for achieving the desired mass of fuel. The desired injected fuel mass can be based upon one or more monitored input parameters 51 input to the control module 60 or ECM 5. The one or more monitored input parameters 51 may include, but are not limited to, an operator torque request, manifold absolute pressure (MAP), engine speed, engine temperature, fuel temperature, and ambient temperature obtained by known methods. The injector driver 50 generates an injector activation (actuator activation) signal 75 in response to the injector command signal 52 to activate the fuel injector 10. The injector activation signal 75 controls current flow to the electrical coil 24 to generate electromagnetic force in response to the injector command signal 52. An electric power source 40 provides a source of DC electric power for the injector driver 50. In some embodiments, the DC electric power source provides low voltage, e.g., 12 V, and a boost converter may be utilized to output a high voltage, e.g., 24V to 200 V, that is supplied to the injector driver 50. When activated using the injector activation signal 75, the electromagnetic force generated by the electrical coil 24 urges the armature portion 21 in the second direction 82. When the armature portion 21 is urged in the second direction 82, the valve assembly 18 in consequently caused to urge or translate in the second direction 82 to an open position, allowing pressurized fuel to flow therethrough. The injector driver 50 controls the injector activation signal 75 to the electrical coil 24 by any suitable method, including, e.g., pulsewidth-modulate (PWM) electric power flow. The injector driver 50 is configured to control activation of the fuel injector 10 by generating suitable injector activation signals 75. In embodiments that employ a plurality of successive fuel injection events for a given engine cycle, an injector activation signal 75 that is fixed for each of the fuel injection events within the engine cycle may be generated.

The injector activation signal 75 is characterized by an injection duration and a current waveform that includes an initial peak pull-in current and a secondary hold current. The initial peak pull-in current is characterized by a steady-state ramp up to achieve a peak current, which may be selected as described herein. The initial peak pull-in current generates electromagnetic force that acts on the armature portion 21 of the valve assembly 18 to overcome the spring force and urge the valve assembly 18 in the second direction 82 to the open position, initiating flow of pressurized fuel through the fuel nozzle 28. When the initial peak pull-in current is achieved, the injector driver 50 reduces the current in the electrical coil 24 to the secondary hold current. The secondary hold current is characterized by a somewhat steady-state current that is less than the initial peak pull-in current. The secondary hold current is a current level controlled by the injector driver 50 to maintain the valve assembly 18 in the open position to continue the flow of pressurized fuel through the fuel nozzle 28. The secondary hold current is preferably indicated by a minimum current level. The injector driver 50 is configured as a bi-directional current driver capable of providing a negative current flow for drawing current from the electrical coil 24. As used herein, the term “negative current flow” refers to the direction of the current flow for energizing the electrical coil to be reversed. Accordingly, the terms “negative current flow” and “reverse current flow” are used interchangeably herein.

Embodiments herein are directed toward controlling the fuel injector for a plurality of fuel injection events that are closely-spaced during an engine cycle. As used herein, the term “closely-spaced” refers to a dwell time between each consecutive fuel injection event being less than a predetermined dwell time threshold. As used herein, the term “dwell time” refers to a period of time between an end of injection for the first fuel injection event (actuator event) and a start of injection for a corresponding second fuel injection event (actuator event) of each consecutive pair of fuel injection events. The dwell time threshold can be selected to define a period of time such that dwell times less than the dwell time threshold are indicative of producing instability and/or deviations in the magnitude of injected fuel mass delivered for each of the fuel injection events. The instability and/or deviations in the magnitude of injected fuel mass may be responsive to a presence of secondary magnetic effects. The secondary magnetic effects include persistent eddy currents and magnetic hysteresis within the fuel injector and a residual flux based thereon. The persistent eddy currents and magnetic hysteresis are present due to transitions in initial flux values between the closely-spaced fuel injection events. Accordingly, the dwell time threshold is not defined by any fixed value, and selection thereof may be based upon, but not limited to, fuel temperature, fuel injector temperature, fuel injector type, fuel pressure and fuel properties such as fuel types and fuel blends. As used herein, the term “flux” refers to magnetic flux indicating the total magnetic field generated by the electrical coil 24 and passing through the armature portion. Since the turns of the electrical coil 24 link the magnetic flux in the magnetic core, this flux can therefore be equated from the flux linkage. The flux linkage is based upon the flux density passing through the armature portion, the surface area of the armature portion adjacent to the air gap and the number of turns of the coil 24. Accordingly, the terms “flux”, “magnetic flux” and “flux linkage” will be used interchangeably herein unless otherwise stated.

For fuel injection events that are not closely spaced, a fixed current waveform independent of dwell time may be utilized for each fuel injection event because the first fuel injection event of a consecutive pair has little influence on the delivered injected fuel mass of the second fuel injection event of the consecutive pair. However, the first fuel injection event may be prone to influence the delivered injected fuel mass of the second fuel injection event, and/or further subsequent fuel injection events, when the first and second fuel injection events are closely-spaced and a fixed current wave form is utilized. Any time a fuel injection event is influenced by one or more preceding fuel injection events of an engine cycle, the respective delivered injected fuel mass of the corresponding fuel injection event can result in an unacceptable repeatability over the course of a plurality of engine cycles and the consecutive fuel injection events are considered closely-spaced. More generally, any consecutive actuator events wherein residual flux from the preceding actuator event affects performance of the subsequent actuator event relative to a standard, for example relative to performance in the absence of residual flux, are considered closely-spaced.

FIG. 1-2 illustrates the activation controller 80 of FIG. 1-1, in accordance with the present disclosure. Signal flow path 362 provides communication between the control module 60 and the injector driver 50. For instance, signal flow path 362 provides the injector command signal (e.g., command signal 52 of FIG. 1-1) that controls the injector driver 50. The control module 60 further communicates with the external ECM 5 via signal flow path 364 within the activation controller 380 that is in electrical communication with a power transmission cable. For instance, signal flow path 364 may provide monitored input parameters (e.g., monitored input parameters 51 of FIG. 1-1) from the ECM 5 to the control module 60 for generating the injector command signal 52. In some embodiments, the signal flow path 364 may provide feedback fuel injector parameters (e.g., feedback signal(s) 42 of FIG. 1-1) to the ECM 5.

The injector driver 50 receives DC electric power from the power source 40 of FIG. 1-1 via a power supply flow path 366. The signal flow path 364 can be eliminated by use of a small modulation signal added to the power supply flow path 366. Using the received DC electric power, the injector driver 50 may generate injector activation signals (e.g., injector activation signals 75 of FIG. 1-1) based on the injector command signal from the control module 60.

The injector driver 50 is configured to control activation of the fuel injector 10 by generating suitable injector activation signals 75. The injector driver 50 is a bi-directional current driver providing positive current flow via a first current flow path 352 and negative current flow via a second current flow path 354 to the electrical coil 24 in response to respective injector activation signals 75. The positive current via the first current flow path 352 is provided to energize an electrical coil 24 and the negative current via the second current flow path 354 reverses current flow to draw current from the electrical coil 24. Current flow paths 352 and 354 form a closed loop; that is, a positive current into 352 results in an equal and opposite (negative) current in flow path 354, and vice versa. Signal flow path 371 can provide a voltage of the first current flow path 352 to the control module 60 and signal flow path 373 can provide a voltage of the second current flow path 354 to the control module 60. The voltage and current applied to the electrical coil 24 is based on a difference between the voltages at the signal flow paths 371 and 373. In one embodiment, the injector driver 50 utilizes open loop operation to control activation of the fuel injector 10, wherein the injector activation signals are characterized by precise predetermined current waveforms. In another embodiment, the injector driver 50 utilizes closed loop operation to control activation of the fuel injector 10, wherein the injector activation signals are based upon fuel injector parameters provided as feedback to the control module, via the signal flow paths 371 and 373. A measured current flow to the coil 24 can be provided to the control module 60, via signal flow path 356. In the illustrated embodiment, the current flow is measured by a current sensor on the second current flow path 354. The fuel injector parameters may include flux linkage, voltage and current values within the fuel injector 10 or the fuel injector parameters may include proxies used by the control module 60 to estimate flux linkage, voltage and current within the fuel injector 10.

In some embodiments, the injector driver 50 is configured for full four quadrant operation. FIG. 1-3 illustrates an exemplary embodiment of the injector driver 50 of FIGS. 1-2 utilizing two switch sets 370 and 372 to control the current flow provided between the injector driver 50 and the electrical coil 24. In the illustrated embodiment, the first switch set 370 includes switch devices 370-1 and 370-2 and the second switch set 372 includes switch devices 372-1 and 372-2. The switch devices 370-1, 370-2, 372-1, 372-2 can be solid state switches and may include Silicon (Si) or wide band gap (WBG) semiconductor switches enabling high speed switching at high temperatures. The four quadrant operation of the injector driver 50 controls the direction of current flow into and out of the electrical coil 24 based upon a corresponding switch state determined by the control module 60. The control module 60 may determine a positive switch state, a negative switch state and a zero switch state and command the first and second switch sets 370 and 372 between open and closed positions based on the determined switch state. In the positive switch state, the switch devices 370-1 and 370-2 of the first switch set 370 are commanded to the closed position and the switch devices 372-1 and 372-2 of the second switch set 372 are commanded to the open position to control positive current into the first current flow path 352 and out of the second current flow path 354. These switch devices may be further modulated using pulse width modulation to control the amplitude of the current. In the negative switch state, the switch devices 370-1 and 370-2 of the first switch set 370 are commanded to the open position and the switch devices 372-1 and 372-2 of the second switch leg 372 are commanded to the closed position to control negative current into the second current flow path 354 and out of the first current flow path 352. These switch devices may be further modulated using pulse width modulation to control the amplitude of the current. In the zero switch state, all the switch devices 370-1, 370-2, 372-1, 372-2 are commanded to the open position to control no current into or out of the electromagnetic assembly. Thus, bi-directional control of current through the coil 24 may be effected.

In some embodiments, the negative current for drawing current from the electrical coil 24 is applied for a sufficient duration for reducing residual flux within the fuel injector 10 after a secondary hold current is released. In other embodiments, the negative current is applied subsequent to release of the secondary hold current but additionally only after the fuel injector has closed or actuator has returned to its static or rest position. Moreover, additional embodiments can include the switch sets 370 and 372 to be alternately switched between open and closed positions to alternate the direction of the current flow to the coil 24, including pulse width modulation control to effect current flow profiles. The utilization of two switch sets 370 and 372 allows for precise control of current flow direction and amplitude applied to the current flow paths 352 and 354 of the electrical coil 24 for multiple consecutive fuel injection events during an engine event by reducing the presence of eddy currents and magnetic hysteresis within the electrical coil 24.

FIG. 2 illustrates a non-limiting exemplary first plot 1000 of measured current and fuel flow rate and a non-limiting exemplary second plot 1010 of measured main excitation coil and search coil voltages for two successive fuel injection events having identical current pulses that are separated by a dwell time that is not indicative of being closely spaced. Dashed vertical line 1001 extending through each of plots 1000 and 1010 represents a first time whereat an end of injection for the first fuel injection event occurs and dashed vertical line 1002 represents a second time whereat a start of injection for the second fuel injection event occurs. The dwell time 1003 represents a period of time between dashed vertical lines 1001 and 1002 separating the first and second fuel injection events. In the illustrated embodiment, the dwell time exceeds a dwell time threshold. Thus, the first and second fuel injection events are not indicative of being closely-spaced.

Referring to the first plot 1000, measured current and flow rate profiles 1011, 1012, respectively, are illustrated for the two fuel injection events. The vertical y-axis along the left side of plot 1000 denotes electrical current in Amperage (A) and the vertical y-axis along the right side of plot 1000 denotes fuel flow rate in milligrams (mg) per milliseconds (ms). The measured current profile 1011 is substantially identical for each of the fuel injection events. Likewise, the measured fuel flow rate profile 1012 is substantially identical for each of the fuel injection events due to the fuel injection events not indicative of being closely-spaced.

Referring to the second plot 1010, measured main excitation coil and search coil voltage profiles 1013, 1014, respectively, are illustrated for the two fuel injection events. The measured main coil voltage may represent a measured voltage of the electrical coil 24 of FIG. 1-1 and the measured search coil voltage may represent a measured voltage of a search coil mutually magnetically coupled to the electrical coil 24 of FIG. 1-1. The vertical y-axis of plot 1010 denotes voltage (V). Accordingly, when the main excitation coil is energized, magnetic flux generated by the main excitation coil may be linked to the search coil due to the mutual magnetic coupling. The measured search coil voltage profile 1014 indicates the voltage induced in the search coil which is proportional to the rate of change of the mutual flux-linkage. The measured main excitation coil and search coil voltage profiles 1013, 1014, respectively, of plot 1010 are substantially identical for each of the first and second fuel injection events that are not indicative of being closely-spaced.

FIG. 3 illustrates a non-limiting exemplary first plot 1020 of measured current and fuel flow rate and a non-limiting exemplary second plot 1030 of measured main excitation coil and search coil voltages for two successive fuel injection events having identical current pulses that are separated by a dwell time that is indicative of being closely spaced. The horizontal x-axis in each of plots 1020 and 1030 denotes time in seconds (s). Dashed vertical line 1004 extending through each of plots 1020 and 1030 represents a first time whereat an end of injection for the first fuel injection event occurs and dashed vertical line 1005 represents a second time whereat a start of injection for the second fuel injection event occurs. The dwell time 1006 represents a period of time between dashed vertical lines 1004 and 1005 separating the first and second fuel injection events. In the illustrated embodiment, the dwell time is less than a dwell time threshold. Thus, the first and second fuel injection events are indicative of being closely-spaced.

Referring to the first plot 1020, measured current and flow rate profiles 1021, 1022, respectively, are illustrated for the two fuel injection events. The vertical y-axis along the left side of plot 1020 denotes electrical current in Amperage (A) and the vertical y-axis along the right side of plot 1020 denotes fuel flow rate in milligrams (mg) per second (s). The measured current profile 1021 is substantially identical for each of the fuel injection events. However, the measured flow rate profile 1022 illustrates a variation in the measured fuel flow rate between each of the first and second fuel injection events even though the measured current profiles are substantially identical. This variance in the measured fuel flow rate is inherent in closely-spaced fuel injection events and undesirably results in an injected fuel mass delivered at the second fuel injection event that is different than an injected fuel mass delivered at the first fuel injection event.

Referring to the second plot 1030, measured main excitation coil and search coil voltage profiles 1023, 1024, respectively, are illustrated for the two fuel injection events. The measured main coil voltage may represent a measured voltage of the electrical coil 24 of FIG. 1-1 and the measured search coil voltage may represent a measured voltage of a search coil mutually magnetically coupled to the electrical coil 24 of FIG. 1-1. The vertical y-axis of plot 1030 denotes voltage (V). Accordingly, when the main excitation coil is energized, magnetic flux generated by the main excitation coil may be linked to the search coil due to the mutual magnetic coupling. The measured search coil voltage profile 1024 indicates the voltage induced in the search coil which is proportional to the rate of change of the mutual flux-linkage. The measured main excitation coil and search coil voltage profiles 1023, 1024, respectively, of plot 1030 differ during the second injection event in comparison to the first fuel injection event. This difference is indicative of the presence of residual flux or magnetic flux when the injection events are closely-spaced. Referring to plot 1010 of FIG. 2 the measured main excitation coil and search coil voltage profiles 1013, 1014, respectively do not differ during the second injection event in comparison to the first fuel injection event when the first and second fuel injection events are not closely-spaced.

Referring back to FIG. 1-1, exemplary embodiments are further directed toward providing feedback signal(s) 42 from the fuel injector 10 back to the control module 60 and/or the injector driver 50. Discussed in greater detail below, sensor devices may be integrated within the fuel injector 10 for measuring various fuel injector parameters for obtaining the flux linkage of the electrical coil 24, voltage of the electrical coil 24 and current provided to the electrical coil 24. A current sensor may be provided on a current flow path between the activation controller 80 and the fuel injector to measure the current provided to the electrical coil or the current sensor can be integrated within the fuel injector 10 on the current flow path. The fuel injector parameters provided via feedback signal(s) 42 may include the flux linkage, voltage and current directly measured by corresponding sensor devices integrated within the fuel injector 10. Additionally or alternatively, the fuel injector parameters may include proxies provided via feedback signal(s) 42 to—and used by—the control module 60 to estimate the flux linkage, magnetic flux, the voltage, and the current within the fuel injector 10. Having feedback of the flux linkage of the electrical coil 24, the voltage of the electrical coil 24 and current provided to the electrical coil 24, the control module 60 may advantageously modify the activation signal 75 to the fuel injector 10 for multiple consecutive injection events. It will be understood that conventional fuel injectors are controlled by open loop operation based solely upon a desired current waveform obtained from look-up tables without any information related to the force producing component of the flux linkage (e.g., magnetic flux) affecting movement of the armature portion 21. As a result, conventional feed-forward fuel injectors that only account for current flow for controlling the fuel injector, and are prone to instability in consecutive fuel injection events that are closely-spaced.

Embodiments herein are directed toward controlling the active magnetic flux within the fuel injector to directly control the electromagnetic force that urges the armature portion 21 in the second direction 82. Controlling the electromagnetic force directly through controlling the active magnetic flux is operative to overcome undesirable delays and instabilities caused by secondary magnetic effects like eddy currents and magnetic hysteresis within the fuel injector. As aforementioned, the electromagnetic force is generated when the electrical coil 24 is energized. This electromagnetic force is produced by the active magnetic flux passing through the armature portion 21 within the fuel injector 10. It will be understood that the active magnetic flux is equivalent to the flux linkage divided by the number of turns of the coil 24 in the embodiments described herein because the electrical coil 24 is energized through typical induction. Accordingly, implementation of active magnetic flux control to directly control the magnetic force requires that the flux linkage of the electrical coil 24 be obtained.

Embodiments herein are not concerned with any one technique for obtaining the active magnetic flux or the equivalent flux linkage. In some embodiments, a search coil may be utilized around the electrical coil, wherein magnetic flux created by the main coil links the search coil due to mutual magnetic coupling. Voltage induced in the search coil is proportional to the rate of change of the mutual flux linkage. Accordingly, the voltage of the search coil can be provided via feedback signal(s) 42 to the control module 60 for estimating the flux linkage. Thus, the search coil is indicative of sensing devices integrated within the fuel injector 10 for obtaining the flux linkage. In other embodiments, a magnetic field sensor such as a hall sensor may be positioned within a magnetic flux path within the fuel injector for measuring the active magnetic flux. Similarly, other magnetic field sensors can be utilized to measure the active magnetic flux such as, but not limited to, analog hall sensors and Magnetoresistive (MR) type sensors. The active magnetic flux measured by such magnetic field sensors can be provided via feedback signal(s) 42 to the control module 60. It is understood that these magnetic field sensors are indicative of sensing devices integrated within the fuel injector for obtaining the active magnetic flux.

FIG. 4 illustrates an exemplary embodiment of a magnetic force control module using magnetic flux feedback and current feedback to control current applied to an electrical coil of a fuel injector for controlling activation thereof. The magnetic force control module 300 may be implemented within—and executed by a processing device of—the control module 60 of the activation controller 80 of FIG. 1-1. Accordingly, the magnetic force control module 300 will be described with reference to FIG. 1-1. The magnetic force control module 300 includes a force command generation (FCG) module 310, a first difference unit 312, a proportional integral (PI) force control module 314, a second difference unit 316, a PI current control module 318, an injector driver 320, a current sensor 322 and a force mapping module 324. The control module 60 of the activation controller 80 of FIG. 1-1 may encompass the FCG module 310, the first and second difference units 312, 316, respectively, the PI force control module 314 and the force mapping module 324. The injector driver 50 of the force activation controller 80 of FIG. 1-1 may encompass the PI current control module 318 and the injector driver 320. However, the control module 60 and injector driver 50 may encompass different combinations of those features listed above.

In the illustrated embodiment, a desired fuel flow rate 309 is input to the FCG module 310. The desired fuel flow rate 309 may be provided from an external module, e.g., the ECM 5, based on the aforementioned input parameters 51 for achieving a desired injected fuel mass, as described above with reference to FIG. 1-1. The FCG module 310 outputs a magnetic force command 311 based on the desired fuel flow rate 309. The magnetic force command 311 is indicative of a command to generate a magnetic force required to move the armature portion 21 in the second direction 82 to activate the fuel injector 10 in the open position to deliver the desired fuel flow rate 309 to the combustion chamber 100. However, it will be appreciated that the magnetic force command 311 does not account for the presence of residual flux, e.g., magnetic flux, present within the fuel injector due to hysteretic and eddy current effect. The presence of residual flux may cause instability within the fuel injector that may impact fuel flow rates and injected fuel masses being delivered to the combustion chamber. Accordingly, moving the armature portion 21 based solely upon the magnetic force command may result in a fuel flow rate actually delivered to the combustion chamber that deviates from the desired fuel flow rate 309 thereby resulting in an inaccurate injected fuel mass being delivered to the fuel injector 10.

The magnetic force command 311 is input to the first difference unit 312. The first difference unit 312 compares magnetic force feedback 325 within the fuel injector 10 to the magnetic force command 311. The magnetic force feedback 325 is output from the force mapping module 324 based upon magnetic flux feedback 323 provided from the fuel injector 10. The magnetic flux feedback 323 indicates the active magnetic flux present within the fuel injector 10. The active magnetic flux, or equivalent flux linkage, present within the fuel injector 10 can be obtained by any of the methods as described above with reference to the illustrated embodiment of FIG. 1-1 using one or more sensing devices integrated into the fuel injector 10. Thus, active magnetic flux feedback 323 may be transmitted from the fuel injector 10 via the feedback signal(s) 42 as described above with reference to the illustrated embodiment of FIG. 1-1. Based upon known relationships, the force mapping module 324 can utilize look-up tables or analytical functions to output the magnetic force within the fuel injector 10 (magnetic force feedback 325). Thus, the magnetic force feedback 325 indicates the magnetic force of the armature portion 21 including force attributable to residual flux in the presence of the active magnetic flux within the fuel injector 10.

Based upon the comparison between the magnetic force feedback 325 and the magnetic force command 311, the first difference unit 312 outputs an adjusted magnetic force command 313 that takes into account the presence of magnetic flux 323 within the fuel injector 10. The adjusted magnetic force command 313 is input to the PI force control module 314 whereby a current command 315 is generated. The current command 315 is indicative of a commanded pull-in current and hold-current over a duration to activate the fuel injector 10 for delivering the desired fuel flow rate 309. However, while the current command 315 does account for the magnetic force feedback 325 within the fuel injector, the current command 315 does not account for current present within the fuel injector, e.g., flowing through the electrical coil 24.

Accordingly, current feedback 327 indicates current measured by the current sensor 322 positioned on a current flow path between the fuel injector 10 and the injection driver 320. The second difference unit 316 outputs an adjusted current command 317 based on a comparison between the current command 315 and the current feedback 327 measured by the current sensor 322. The adjusted current command 317, which accounts for magnetic flux and current feedback from the fuel injector 10, is input to the PI current control module 318 whereby a commanded PWM electric power flow signal 319 is generated and input to the injector driver 320. Based upon the commanded PWM electric power flow signal 319, which accounts for the current feedback 327 and magnetic force feedback 325 within the fuel injector 10, the injector driver 320 may provide current in a first direction 321 for energizing the electrical coil 24 for activating the fuel injector 10 to deliver the desired injected fuel mass to the combustion chamber 100 of the engine. It will be understood that the injection driver 320 can include a bi-directional current driver capable of providing positive current (e.g., first direction 321) for energizing the electrical coil and negative or reverse current for drawing current from the electrical coil for purposes such as reducing residual flux. Therefore, the magnetic force control module 300 enables the desired fuel flow rate 309 to be achieved for each one of a plurality of fuel injection events in rapid succession using closed loop operation based upon the magnetic force feedback 325 and the current feedback 327 within the fuel injector 10.

FIG. 5 illustrates an exemplary embodiment of a magnetic force control module using magnetic flux feedback to control current applied to an electrical coil of a fuel injector for controlling activation thereof. The magnetic force control module 400 may be implemented within—and executed by a processing device of—the control module 60 of the activation controller 80 of FIG. 1-1.

Accordingly, the magnetic force control module 400 will be described with reference to FIG. 1-1. The magnetic force control module 400 includes a force command generation (FCG) module 410, a first difference unit 412, a proportional integral (PI) force control module 414, an injector driver 420, and a force mapping module 424. The control module 60 of the activation controller 80 of FIG. 1-1 may encompass the FCG module 410, the difference units 412, the PI force control module 414 and the force mapping module 424. The injector driver 50 of the force activation controller 80 of FIG. 1-1 may encompass the injector driver 320. However, the control module 60 and injector driver 50 may encompass different combinations of those features listed above.

In the illustrated embodiment, a desired fuel flow rate 409 is input to the FCG module 410. The desired fuel flow rate 409 may be provided from an external module, e.g., the ECM 5, based on the aforementioned input parameters 51 for achieving a desired injected fuel mass, as described above with reference to FIG. 1-1. The FCG module 410 outputs a magnetic force command 411 based on the desired fuel flow rate 409. The magnetic force command 411 is indicative of a command to generate a magnetic force required to move the armature portion 21 in the second direction 82 to activate the fuel injector 10 in the open position to deliver the desired fuel flow rate 409 to the combustion chamber 100. However, it will be appreciated that the magnetic force command 411 does not account for the presence of residual flux, e.g., magnetic flux, present within the fuel injector due to hysteretic and eddy current effect. The presence of residual flux may cause instability within the fuel injector that may impact fuel flow rates and injected fuel masses being delivered to the combustion chamber. Accordingly, moving the armature portion 21 based solely upon the magnetic force command may result in a fuel flow rate actually delivered to the combustion chamber that deviates from the desired fuel flow rate 409 thereby resulting in an inaccurate injected fuel mass being delivered to the fuel injector 10.

The magnetic force command 411 is input to the difference unit 412. The first difference unit 412 compares magnetic force feedback 425 within the fuel injector 10 to the magnetic force command 411. The magnetic force feedback 425 is output from the force mapping module 424 based upon magnetic flux feedback 423 provided from the fuel injector 10. The magnetic flux feedback 423 indicates the active magnetic flux present within the fuel injector 10. The active magnetic flux, or equivalent flux linkage, present within the fuel injector 10 can be obtained by any of the methods as described above with reference to the illustrated embodiment of FIG. 1-1 using one or more sensing devices integrated into the fuel injector 10. Thus, active magnetic flux feedback 423 may be transmitted from the fuel injector 10 via the feedback signal(s) 42 as described above with reference to the illustrated embodiment of FIG. 1-1. Based upon known relationships, the force mapping module 424 can utilize look-up tables or analytical functions to output the magnetic force within the fuel injector 10 (magnetic force feedback 425). Thus, the magnetic force feedback 425 indicates the magnetic force of the armature portion 21 including force attributable to residual flux in the presence of the active magnetic flux within the fuel injector 10.

Based upon the comparison between the magnetic force feedback 425 and the magnetic force command 411, the difference unit 412 outputs an adjusted magnetic force command 413 that takes into account the presence of magnetic flux 423 within the fuel injector 10. The adjusted magnetic force command 413 is input to the PI force control module 414 whereby PWM electric power flow signal 429 is generated and input to the injector driver 420. Thus, the commanded PWM electric power flow signal 429 accounts for magnetic force feedback 425 within the fuel injector, whereas the commanded PWM electric power flow signal 319 of the magnetic force control module 300 of FIG. 4 accounts for both magnetic force feedback 325 and current feedback 327. Therefore, the magnetic force control module 400 enables a desired fuel flow rate 409 to be achieved for each one of a plurality fuel injection events in rapid succession using closed loop operation based upon the magnetic force feedback 425 within the fuel injector 10.

The disclosure has described certain preferred embodiments and modifications thereto. Further modifications and alterations may occur to others upon reading and understanding the specification. Therefore, it is intended that the disclosure not be limited to the particular embodiment(s) disclosed as the best mode contemplated for carrying out this disclosure, but that the disclosure will include all embodiments falling within the scope of the appended claims. 

1. An electromagnetic actuation system, comprising: an actuator comprising an electrical coil, a magnetic core, and an armature; a controllable drive circuit for selectively driving current through the electrical coil; and a control module providing an actuator command to the drive circuit effective to drive current through the electrical coil to actuate the armature, said control module comprising a magnetic force control module configured to adapt said actuator command to converge magnetic force within the actuator to a preferred force level.
 2. The electromagnetic actuation system of claim 1, wherein said electromagnetic actuation system comprises a fuel injector and said preferred force level corresponds to a desired fuel flow rate.
 3. The electromagnetic actuation system of claim 1, wherein said controllable drive circuit comprises a bi-directional drive circuit.
 4. The electromagnetic actuation system of claim 1, wherein said magnetic force control module comprises an electrical coil current feedback loop configured to adapt said actuator command to converge electrical coil current to a desired electrical coil current.
 5. The electromagnetic actuation system of claim 4, wherein said magnetic force control module comprises a search coil mutually magnetically coupled to the electrical coil configured to sense time rate of change of the magnetic flux within the actuator, and a force mapping module to provide a magnetic force output based upon the time rate of change of the magnetic flux.
 6. The electromagnetic actuation system of claim 1, wherein said magnetic force control module comprises a search coil mutually magnetically coupled to the electrical coil configured to sense time rate of change of the magnetic flux within the actuator, and a force mapping module to provide a magnetic force output based upon the time rate of change of the magnetic flux.
 7. The electromagnetic actuation system of claim 1, wherein said magnetic force control module comprises a magnetoresistive sensor configured to sense flux within the actuator, and a force mapping module to provide a magnetic force output based upon the flux within the actuator.
 8. The electromagnetic actuation system of claim 1, wherein said magnetic force control module comprises a hall effect sensor configured to sense flux within the actuator, and a force mapping module to provide a magnetic force output based upon the flux within the actuator.
 9. A method for controlling an electromagnetic actuator, comprising: driving current though an electrical coil of the actuator when an actuation is desired; and, adapting the current through the electrical coil based upon a magnetic force feedback to converge magnetic force within the actuator to a preferred force level.
 10. The method for controlling the electromagnetic actuator of claim 9, further comprising: adapting the current through the electrical coil based upon an electrical coil current feedback to converge electrical coil current to a desired electrical coil current.
 11. The method for controlling the electromagnetic actuator of claim 9, wherein said magnetic force feedback comprises a voltage induced within a search coil mutually magnetically coupled to the electrical coil.
 12. A system for controlling actuation of a fuel injector, comprising: a fuel injector comprising an electrical coil, a magnetic core, and an armature; a controllable drive circuit responsive to a current command for driving current through the electrical coil to actuate the armature; and a control module configured to determine a magnetic flux in the fuel injector and adapt the current command based on the magnetic flux.
 13. The system for controlling actuation of the fuel injector of claim 12, wherein said control module comprises a force mapping module to provide a magnetic force output based upon the magnetic flux.
 14. The system for controlling actuation of the fuel injector of claim 12, wherein said control module is further configured to determine the current through the electrical coil and adapt the current command based on the current through the electrical coil.
 15. The system for controlling actuation of the fuel injector of claim 13, further comprising a search coil mutually magnetically coupled to the electrical coil, said control module further configured to determine the magnetic flux within the fuel injector based on the search coil.
 16. The system for controlling actuation of the fuel injector of claim 13, further comprising a magnetoresistive sensor disposed within a flux path within the fuel injector, said control module further configured to determine the magnetic flux within the fuel injector based on the magnetoresistive sensor.
 17. The system for controlling actuation of the fuel injector of claim 13, further comprising a hall effect sensor disposed within a flux path within the fuel injector, said control module further configured to determine the magnetic flux within the fuel injector based on the hall effect sensor.
 18. The electromagnetic actuation system of claim 12, wherein said controllable drive circuit comprises a bi-directional drive circuit.
 19. The electromagnetic actuation system of claim 14, wherein said controllable drive circuit comprises a bi-directional drive circuit. 